Railway traffic controlling apparatus



Sept. 8, 1931. H. s. LOQMIS 1,322,497

RAILWAY TRAFFIC CONTROLLING APPARATUS F l Fe 192s z Sheets-Sheet 2 NVENTOR I Patented Sept. 8, 1931 UNITED STATES- HAROLD S. LOO-MES; 05E WILKINZSBURGT, PENNSYLVANIA, ASSIGNOR T0 UNIQN 8c SIGNAL] COMPANY, OF: SWISSVALE, PENNSYLVANIA, Av CORPORATION OF REL NSYLVANIA RAILWAY" TRAFFIC CONTROLLING APPIARATUS Application filed February 25, 19251 S'crinl N 0. 1-I,48B-.

My invention relates to railway trafiio controlling apparatus, and particularly to apparatus of the type: comprising train carried. governing means adapted to cooperate with trains controlling devices located: in the traclrway'.

I will describe two; forms of'trackway apparatus embodying my invention, and one form: 0t train carried apparatus suitable for use therewith, and will then point out the novel features thereof in claims.

In. the accompanyingdrawings,Fig.v l is a view, partly diagrammatic, showing one term of train carriedi governing apparatus. Fig. 2: is a diagrammatic: view showing one form: of trackway apparatus: suitable for cooperation with the train carried apparatus ofFig; 1 and embodying my invention. Fig. 3- is' a. view showing a modificationot the traclr'way apparatus-z illustrated in Fig. 2, and: also embodying my invention.

Similar reference. characters: refer to similar-parts in each of the three: views.

Referring first to Fig. 1,.therefe-rence charaoter X designates a railway train. Carried by: the train is an inductor M comprising a core- 7 of inverted U shapex. This core is made. of magnetizable material, and its two downwardly projecting legs 8 and 9 are provided: with windings 8fand-9, respectively.

The train is also provided with a relay 11, a battery 10, and a normally open manually operable circuit controller 19';

When circuit controller 19 is closed, current' flows. from battery 10,. through wire 20, circuit controller 19-, wires 18 and 14,. winding of relay 11,. wire 13', winding 9-,. and wire 1:2 to battery 10. Relay 11 then becomes energized; closing its front contact and com; pleting a stick circuit from battery 10,

through wire 17, front contact 1'6 of relay'll,

wires 15 14, winding of relay 11,. Wire 13,, winding: 9,, and Wire I2: to: battery 10. is plain therefore that having once vbeen energized: by operation of circuit controller 19, therelay will remain: in: its energized conditi-on by virtue of its=.stick;circui-t, after the circuit controller'isopened;

Thev train is further provided with: a second battery 21 and an; clectro-responsive device 22 arranged to apply the brakeswhen de energize d'.v hen relay L1 is energized,

current flows from battery 21, through wire 47, winding 8, wire 48,-front. contact 49 of relay 11, wire 50, device 22;, and wire-V 51, to battery 21. It follows that when relay It is energized current flows through both 7 'trachwa-y traincontrolling devices such as md'ucto-rs of which; only 011e,;K, is shown in Fig. 1. Each of these inductors comprises a U-shaped magnet-1c core 4: having upstandrng legsi and 4? so disposed that when the train X. passes the inductor K, thecorew l bridges the air gap between the legs 8 and 9 'of'core'fi. 00119 14 is provided with a winding 5' which is at; times close oircuited through a eimouitcontroller 6 control-led by any suitable means not shown in; the drawings. If circuit controller. (iisclosed when the train carried; inductor '7? passes over the trackway inductor K, the elliecti-ve reluctance of core 4 so great that the change in the total reluctance ot the: magnetic circuit traversed by the fluxes from windings 8-7 -and9- is practically negligible andthe train carried apparatus is not affected.

I will assume however, that the train carried apparatus is in the condition illustrated in the drawings, that is,,'that relayllfand device 224 are both energized, and that'cir'cuit controller 6; is open! I will also assume that the train carried inductor M passes over; the traclcwa y inductor K, sothat core 4 bridges the air gap between the'legs of core 7; Sincethe wi-nding'fi-is not close eircuited, the reluctance o i the magnetic p ath torthev fluxesicreatedby windings 8 and She materially reduced. The-flux fromiwind creased, and an electroinotive force is induced in winding 9 by this increase of flux. This induced electromotive force creates a current in the circuit of relay 11 which opposes the current from battery 10 so that the current in relay 11 is reduced to substantially zero or is reversed. Relay 11 therefore be comes (lo-energized and opens its front contact. Device 22 is thereby tie-energized, and the brakes are applied. lVhen the train has moved past inductor K, relay 11 remains in its Clo-energized condition, its stick circuit being open at its own front contact 16, until the parts are restored to their normal condition by operation of circuit controller 19.

It is plain from the foregoing that if the winding 5 of trackway inductor K is close circuited, a train passing the inductor will not be affected, but if a train passes inductor K with winding 5 open circuited the brakes on the train will be applied and can subsequently be released only by deliberate action on the part of the engineer who must operate circuit controller 19.

Considering now the control of the trackway inductors, and referring first to Fig. 2, the reference characters 1 and 1 designate the track rails of a stretch of railway track over which traflic normally moves in the direction indicated by the arrow. These track rails are divided, by means of insulated oints 2, into a plurality of successive track sections A-B, BC, etc. Each such track section is provided with a source of track circuit current, here shown as a track battery 3, connected across the rails adjacent the exit end of the section. Each section is also provided with a track relay designated by the reference character Q, with an exponent corresponding to the location and connected across the rails adjacent the entrance end of the section. Associated with each track relay Q is a line relay designated by the reference character H with a suitable exponent.

Each track section is also provided with a trackway signal designated by the reference character S with an exponent corresponding to the location. As here shown each signal S is located adjacent the entrance end of the associated section, and each comprises three lamps R, Y and G, adapted when lighted to indicate stop, caution and proceed, respectively, but it should be understood that this particular form and location of the signals is not essential.

I further provide each track section with a trackwayinductor device designated by the reference character K with an appropriate exponent. Each such inductor K is similar to the trackway inductor K described in connection with Fig. 1 and is suitable for cooporation with train carried apparatus such as shown in Fig. 1 Preferably, the trackway inductor for each section is located in rear of the entrance end of the associated section by a distance equal to the distance required to bring a train of the heaviest class using the stretch, from the highest permissive speed to a full stop.

The winding 5 of each inductor K is arranged to be close circuited when the asso' ciated line relay is energized. F or example, inductor K is provided with a shunting cir cuit which may be traced from one terminal of winding 5 of the inductor, through wire 27, front contact 6 of relay H and wires 34 and 28, to the other terminal of winding 5. Obviously, therefore, if relay H is energized, inductor K will have no effect upon a train approaching point B, but if relay H is tie-energized, the brakes will be applied on a train passing inductor K Since the operation of the system depends so materially upon the shunting circuits for the trackway inductors, I provide in my invention means for checking the circuit for each inductor. In Fig. 2 l accomplish this result by including substantially all of the shunting circuit for each trackway inductor in the closing circuit for the associated line relay.

F or example, the circuit for relay H passes from a battery P located at point C, through wire 23, front contact 24 of relay Q wire 25, front contact 26 of relay Q wires 27 and 27, winding 5 of inductor K wires 28, 34 and 29, winding of relay H and wires and 32, to battery P. This circuit is closed only when relays Q and Q are both energized. It should also be pointed out that a break in the winding of inductor K or in the shunting circuit therefor willprevcnt relay H from becoming closed. After this relay becomes closed, its contact 6 constitutes a shunt around winding 5 in the circuit just traced.

Each signal S is controlled by the associated track relay Q. and line relay H. Referring, for instance, to signal S when relay Q is tie-energized, current flows from battery P through wire 37, back contact 38 of relay Q, wire 39, lamp R of signal 5, wires and 27, winding 5 of inductor K and wires 28 and 33 back to battery P lVhen this circuit is closed lamp R of signal S is lighted, and the signal'displays a stop signal. l-\.iiotliei"cii'cuit may be traced from battery P through wires 3'7 and 41, front contact 42 of relay Q wire 43, back contact 44 of relay H wire 45, lamp Y of signal S, wires 40 and 27, winding 5 of inductor K and wires 28 and 33 to battery P This circuit is closed only when relay Q is energized and relay H is deenergized, under which conditions lamp Y is light-ed and signal S indicates caution. If relays Q and H are both energized, current flows from battery P, through wires 87 and 41, front contact 42 of relay Q wire 43, front contact 44 of relay H, wire 46. lamp G of signal S, wires 40 and 27, winding 5 of inductor K and wires 28 and 33, back to battery P3. When this circuit is closed lamp G is lighted and sig nal; S displays a proceed signal. In this proceed circuit the inductor Winding 5 is of course shunted by the low resistance path passing from wire l through contact 6 and wire34 to wire 28. 1

It will be seen from the foregoing that each of the signal circuits, including, respectively, lamps R and Y, includes also winding 5 of inductor K and substantially all of the shunting circuit associated therewith. It follows that a break in any part of-this circuit or in the winding itself will make it impossible for either of the lamps R or Y in signal S to become lighted. The resistances of these circuits are so high, however, due to the lamps, that so far as the train carried apparatus is concerned they are in efiect open circuits. That is, if the contact 6 is open, the associated inductor K will giveastop indication even though a circuit is closed through winding 5 and the caution or the stop lamp Y or R,

Each of the remaining signals S is controlled by the associated'relays Q, and H' in the same manner as just explained for the control of signal S by relays Q and H As shown in the drawings, the section to the right of point C is occupied by a train indicated diagrammatically at W. Relay Q, is therefore de-energized, as also is relay H. The shunt circuit for inductor K is open at front contact 6 of relay H Relay Q is energized, but relay H is de-energized, its circuit-being open at front contact 24 of re- The shunt circuit for inductor K is therefore open at front contact 6 of relay H Relay Q is energized, and relay H is also energized, and winding f inductor K is therefore close circuited.

I will now assume that a train provided with train carried apparatus similar tothat shown in Fig. 1, proceeds through the stretch of track shown in the drawings.

As this train passes inductor K the train carried apparatus will not be afi'ectedbecause inductor K, due to its close circuited winding 5, will not appreciably change the reluctance of the magnetic circuit through windings 8 and 9 on the train. When the train passes inductor K however, relay 11 on the train becomes de-energized, as explained hereinbefore, and device 22 is de-energized to apply the brakes on the train. The brakes can subsequently be released if the engineman manipulates circuit controller 19. When the train passes inductor K the brakes are again applied and must be again manually released.

I will now assume that a break occursin the winding 5 of inductor K or in wire 27'or 28 leading to this inductor. If relays Q and H are both energized at the time, no change occurs in signal S because relay H remains closed through its contact Garidthe circuit for proceed lamp G is: closed through this same contact. inductor K will receive a stop indication, however, and the fact that such indication is received when signal S is at proceed will give the engineer evidence that an abnormal condition exists. When such train enters section B'-C, opening relays Q and H signal S instead of indicating stop as it should, will be unlighted because the circuit for its stop lamp R will be open at the break in winding-5 or its associated-wires. When the train leaves section B-G, relay Q will close,but signal S will still be unl'ighted be cause the circuit for its caution lamp Y is open atthe break in winding 5 or its associated wires. When the train leaves the section to the right of point C, relay H will remainopen'becaum its closing circuit is open at the assumed break, and so all lamps of signal S; will remain unlighted. The next train to approach signal S will, therefore, receive evidence of an abnormal condition because The next train passing all lights of this signal are extinguished, and

this is true regardless of how far the first train has proceeded past the signal.

Referring now to Fig. 3, 1n the trackway apparatus here shown, each tracksection s provided, as in Fig. 2, with attack circuit including a track'battery 3 and a track relay Q. Each section is also provided with a'line relay H, a tra'ckway inductor K, and a signal S.

In Fig. 3 each signal S is of the three posi tion semaphore type capable of displaying a proceed, a caution, or a stop indication in the usual and. well known manner.

Each line relay H iscontrolled by the'associated track relay and by the track relay for the section. next in advance. Ior example the circuit for relay H may be traced from battery P through wires 52 and 53, front contact Mofrelay Q ,wire 5'5,front'contact 56 of relay Q ,wire 57, winding of relay H and wires 58,, 59', 60 and 61 to battery P. Relay H is, therefore, energized only when relays Q and Q are both energized. The

control ofthe remaining'relaysl lf issimilar to the control of relay H hen relayH is energized a shunting path of low resistanceis completed for inductor K which path may be traced from the right hand terminal of winding 5 of inductor K through wires 65 and 7 5, front contact 6 of relay H 3, and wires 76, 62and 63,

to the left hand terminal of winding 5 of in ductor K hen this circuit, is closed winding 5 of inductor K is close circuited and a train passing the inductor will not incur an automaticapplication ofthe brakes.

When track relay Q is tie-energized, the

operating circuits for signal S are open and the signal'indibatesi stop. relay Q is energized, current flows from battery P through wires 62' and 63, winding 5 of induc tor K wires 65 and 66, 'front contact 67 of relay Q wires 68 and 69, operating mechanism of signal S and wires 70 and 71 to battery P and the signal S indicates caution. When relays Q and H are both energized a circuit may be traced from battery P through wires 62 and 63, winding 5 of inductor K wires 65 and 66, front contact 67 of relay Q wires 68 and 72, front contact 73 of relay H wire 74, operating mechanism of signal S and wires 70 and 71 to battery P l/Vhen this circuit is closed, signal S indicates proceed. The inductor winding 5 is shunted at this time by the path through wire T6, contact 6, and wire 75 to wire 65.

It should be particularly pointed out that the caution operating circuit for signal S includes winding 5 of inductor K and substantially all of the shunting circuit associated therewith. The purpose of this feature is to insure that the circuit for the inductor is in perfect condition when the signal is displaying a caution indication. The resistance of the caution circuit for each signal is so high, however, that it does not prevent the proper functioning of the associated inductor K.

a As shown in the drawings the section to the right of point C is occupied by a train, so that relay Q is deenergized. Relay H is therefore deenergized, and the shunting circuit for inductor K is open. Relay Q is energized but relay H is de-energized, its circuit being open at front contact 54 of relay Q Inductor K is therefore open circuited. Relays Q and H are both energized and inductor K is close circuited. If a train provided with the governing apparatus illustrated in Fig. 1 moves through the stretch of track shown in the drawings the brake applying apparatus will be unaffected as the train passes inductor K, but the brakes will be applied on passing inductor K and again on passing inductor K the brakes being released manually after each such application, in the manner explained hereinbefore.

I will now assume that a break occurs in winding 5 of inductor K or in wires 62, 63 or 65 leading to this inductor. If signal S is in the proceed position at the time, no change occurs in the indication given by the signal because its proceed circuit remains closed through contact 6. The next train to pass inductor K however, will receive a stop indication at such inductor, and the fact that such indication is received while signal S is at proceed will give the engineer evidence that an abnormal condition exists. V hen this train enters section BC, signal S will of course go to the stop position, but when the train leaves section-BG so that track relay Q closes, signal S will remain at stop because its caution circuit is open at the assumed break.

In both forms of the trackway apparatus embodying my invention, the shuntingcircuits for the trackway inductors are included in circuits which control the trackway signals, either directly or indirectly, and the invention therefore provides a constant check upon the integrity of these shunting circuits.

Although I have herein shown and described only two forms of trackway apparz tus embodying my invention, and one form of train carried apparatus suitable for cooperation therewith, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination along a railway track, a trackway device comprising a core for magnetic co-operation with a train carried receiver which core is provided with a winding, a signal adapted to indicate proceed, caution and stop, and a caution indication circuit for said signal including the signal and said winding.

2. In combination along a railway track, a trackway device provided with a winding, a signal adapted to indicate proceed, caution and stop, a caution indication circuit and a proceed indication circuit for said signal each including said winding, and a low resistance shunt around said winding in said proceed indication circuit but not in said caution indication circuit.

3. I11 combination, a railway track, a track relay, a line relay, a trackway inductor iiicluding a winding, a circuit for said line relay including said winding and a contact on said track relay, a low resistance circuit for said winding including a contact on said line relay, and a traokway signal controlled by said line relay.

4. Railway tratlic controlling apparatus comprising a trackway device having a core for magnetic co-operation with a train carried receiver which core is provided with a winding, a trackway signal, and a circuit including said signal and said winding.

5. Railway traiiic controlling apparatus comprising a trackway inductor provided with a winding, a trackway signal, a track relay, a line relay controlled by said track relay, a caution indication circuit for said signal including said winding and a front contact of said track relay, a proceed indr cation circuit for said signal including front contacts of said track relay and said line relay, and a low resistance shunt around said winding in said proceed indlcation circuit and including a front contact of said line relay.

6. Railway trafiic controlling apparatus comprising a trackway device including a winding, a first circuit for at times close circuiting said winding, a trackway signal, and

7 a second circuit including operating mechanism for said signal and also including substantially all of said first circuit.

7 Railway trafiic controlling apparatus comprising a trackway device including a winding, a track relay, a line relay controlled by said track relay, a first circuit of low resistance including said winding and a front contact on said line relay, a trackway signal; and a second circuit including operating mechanism for said signal, a front contact on said track relay, and substantially all of said first circuit.

8. Railway traffic controlling apparatus comprising a trackway device including a winding, a track relay, a line relay controlled by said track relay, a first circuit of low resistance including said winding and a front contact on said line relay, a trackway signal; a second circuit including operating mechanism for said signal, a front contact onsaid track relay, and substantially all of said first circuit; and a third circuit including a front contact on said track relay, a front contact on said line relay, operating mechanism for said signal, and substantially allof said first circuit.

In testimony whereof I afiix my signature.

HAROLD S. LOOMIS. 

